F.A.Q.

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Aviation Training
Should this "maintenance experience" be the same in all 145-organisations due standardisation?
Aviation Training
Status of Part 66 for Components? Release of Aircraft within small organisations? Notification of changes in regulations?
Aviation Training
Please give a proper interpretation of "maintenance experience"?
(c) The Organisation shall ensure that all certifying staff and category B1 and B2 support staff are involved in at least six months of actual relevant aircraft or component maintenance experience in any consecutive two year period. For the purpose of this paragraph involved in actual relevant aircraft or component maintenance means that the person has worked in an aircraft or component maintenance environment and has either exercised the privileges of the certification authorisation and/or has actually carried out maintenance on at least some of the aircraft type systems specified in the particular certification authorisation.
CAMO (EASA Part-M)
In M.A.403 is stated that a pilot can defer defects according the M.E.L., should those deferred defects been certified by Certifying staff so the aircraft therefore can be considered ready to release to service?
CAMO (EASA Part-M)
If the pilot or a qualified mechanic is performing the Pre-flight inspection, he has to verify all outstanding deferred defects in the Tech-log for validation and repetitive required maintenance actions, are those actions to be considered as maintenance?

If so, should those items certified by certifying staff? (145.A.35 Certifying staff and category B1 and B2 support staff (b) Excepting those cases listed in 145.A.306) the Organisation may only issue a certification authorisation to certifying staff in relation to the basic categories or subcategories and any type rating listed on the aircraft maintenance licence listed in Part 66, subject to the licence remaining valid throughout the validity period of the authorisation and the certifying staff remaining in compliance with Part 66.)
CAMO (EASA Part-M)
Is it possible to be approved according to Part M, independent of an AOC-holder or a PART 145 approval?
CAMO (EASA Part-M)
What are the implications of Part M for very small operators (3 – 5persons)?
CAMO (EASA Part-M)
Will Part M also be applicable to Corporate / Business Aviation?
Maintenance (EASA Part-145)
Could there be a standardisation for the layout of the "145-certification authorisation"?
Maintenance (EASA Part-145)
In Part-145 there is no requirement for personal tools used by mechanics and certifying staff, are there any requirements?
Maintenance (EASA Part-145)

Does every component build out temporary of the aircraft for a simple repair; need an EASA Form 1?
Maintenance (EASA Part-145)

145.A.60 and Directive 2003/42/EC: Does this EU Directive supersede Part 145.A.60?
Maintenance (EASA Part-145)

Directive 2003/42/EC: In the EU Directive, is clearly mentioned what the definition of an occurrence is, should this definition not be the same for Part 145.A.60?
Maintenance (EASA Part-145)

If this maintenance is for example a (cabin) inspection, how is it possible for the certifying staff to verify this inspection by the mechanic?
Maintenance (EASA Part-145)

If a qualified mechanic is approved by the 145-organisation for inspection, which inspection checks are in his/her scope?
Maintenance (EASA Part-145)

If qualified mechanics are approved to perform maintenance tasks, which tasks is PART-145 referring to?
Maintenance (EASA Part-145)

Is there a possibility in the PART-145, for non-support or noncertifying staff for example a qualified mechanic to perform an "inspection"? Note: we are not referring to Pre-flight, or NDT inspections.
Maintenance (EASA Part-145)

If the words "all relevant" are also in relation with "inspections", does this mean that only the cat B1 or B2 certifying staff shall ensure that this relevant inspection has been carried out to the required standard?
Maintenance (EASA Part-145)

Please give a proper interpretation of PART 145.A.30 phrase (h)1 (i)? "B1 and B2 support staff shall ensure that all relevant tasks or inspections have been carried out to the required standard before the category C certifying staff issues the certificate of release to service". The differences in interpretation are the words "all relevant". Does the words "all relevant" shall be used by "tasks" only, or does the words "all relevant should also be used by "inspections". If the words "all relevant" are not in relation with "inspection", this means that only the cat B1 or B2 certifying staff shall ensure that this inspection has been carried out to the required standard. This means also that qualified Mechanics are not approved to perform an inspection in Base Maintenance.
Maintenance (EASA Part-145)

If tasks are defined by the 145-organisation, should there be a standardisation of those tasks in all 145-organisations?
Maintenance (EASA Part-145)

Trouble shooting is a part of maintenance, if a deferred defect has been raised by means of trouble shooting should this defect therefore been certified by certifying staff?
Maintenance (EASA Part-145)

What is the maximum of aircraft type-ratings approvals allowed on the 145- certification authorisation?
Maintenance (EASA Part-145)

Is troubleshooting to be performed by Certifying staff?
Maintenance (EASA Part-145)

AMC 145.A.30(g) point 2(p): Does item "p" means that a cat "A" certifying staff is allowed to defer defect in the Aircraft tech log, and are they allowed to deactivate all severe safety systems? Or is he/she allowed to defer defects of all complaints outside the cat A scope in relation of the M.E.L.? If a "cat A" AML holder can defer defects, is he/she only allowed to defer defects in his scope as stated in AMC 145.A.30 (g)?
Maintenance (EASA Part-145)

Is AMC 145.A.30 related to M.A.403 concerning the unique role of the Certifying staff? Only certifying staff are able and can decide of the aircraft may fly or not.